Manually-operated windlass mechanism for portable elevators.



W. E. BOEHCK. I

MANUALLY OPERATED WINDLASS MECHANISM FOR PORTABLE ELEVATORS.

APPLICATION FILED APR. I9. |913.

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VV. E. BOEHCK.

IVIANUALLY OPERATED WINDLASS IVIECHANISIVI FOR PORTABLE ELEVATORS.

APPLICATION FILED APR. I9. |913.

Patented Feb. 26, 1918.

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ILLIAIVI EDWARD JBOEHCK, OF JERSEY CITY, NEW JERSEY, ASSIGNOR 'I O NEW YORK REVOLVING- PORTABLE ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A

CORPORATION 0F NEW JERSEY.

IEWIWEIO.

Specification of Letters Patent.

Patented Feb.. 20, IOI..

appneation mea April ie, 1913. serial ivo. 762,236.

To all whom t may concern Be it known that I, W'ILLIAM EDWARD BOEHCK, a subject of the Emperor of Germany, residing at Jersey City, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Manually Operated Windlass Mechanism for Portable Elevators, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to improvements in windlass mechanism and particularly to improvements in windlass mechanism for use in raising and lowering the load-carrying platform of a portable elevator; and an object of this invention is to provide windlass mechanism of the type just referred to with brake mechanism which may be accurately and readily controlled and which will insure the rapid but safe descent of the load-carrying platform. Another object of this invention is to provide in a windlass mechanism of the type just referred to braking means which will auto- I natically safeguard the workman from in- J 'Iyhis invention consists in the combinations hereinafter claimed.

In the drawings illustrating the principle of this invention and the best mode now known to me of applying that principle, Figure 1 is a side elevation of so much of a portable elevator as is necessary to illustrate this invention; Fig. 2 is a view lookingl in the direction of the arrow A in Fig. 1; Fig. 3 is a detail in elevation of the brake mechanism; Fig. 4 is a section on the line B-B of Fig. 3; and Figs. 5 and 6 are details showing the operating crank.

In the upright frame members a are journaled the shafts b, c and d. The lowermost shaft b is the windlass-drum shaft and upon it are mounted fast the windlassdrum e and the spur-gear f fiXedly connected therewith. The shaft c is the intermediate shaft and upon it is mounted a spurgear g and a pinion L- which is in mesh with the spur-gear f of the windlass-drum shaft. 0n the topmost shaft d there is mounted a pinion z' which mesheswith the spur-gear g on the intermediate shaft c. 0n the shaft d there is mounted loose or idly a brake-disk j having an annular flange c which is internally toothed and with the internal ratchetteeth 7c of which there is arranged toengage the free toe-end of a spring-controlled pawl fm, carried by a pa'wl-car'rier n mounted fast upon the shaft d and arranged to turn within the annular flange 7c of the brake-disk j. Around the windlassdrum e there is wound one end of a cable o the other end of which is attached to the load-carrying platform p. When the topmost shaft (Z is turned in the direction of the arrow C in Fig. 2, the windlass-drum e will be turned through the train of gearing z, g, le, f, so as to wind up the cable and thereby to raise the load-carrying platform p. Furthermore, when the shaft d is turned in the direction of the arrow C shown in Fig. 2, the toe-end of the pawl m will ride over the ratchet-teeth c; but any retrograde or backward movement of the shaft d will l cause the engagement of the toe of the pawl with the ratchet-teeth c of the brake-disk j. During the platform-raising movement of the windlass drum e, the turning of the brake-disk j will be resisted by brake-devices which will now be described. The upright frame members a are connected by transverse horizontal frame-members g which support a horizontally-disposed bar r to each end of which is fastened an anglebracket s. In the lower ends of these brackets s there is journaled a cam-shaft t (Fig. 3)\ mounted fast upon which is apair of cams u. On each side of the brake-disk y' there is arranged a brake-shoe or brake-jaw u the lower end of which is formed with an edged projection w and with an eye .V

Through these eyes as passes a `-bolt 3/ the head y of which rests against one ofthe edged projections w and the nut y of which rests against the other of the edfred projections w (Fig. 3). The upper bifircated end of each of thebrake-shoes v is provided with a pivoted block .e havin eye e through which passes the cam-s aft t; and between the blocks z of -the upper ends of the brake-shoes there is mounted upon the cam-shaft t a helical or coil spring 2 which tends to force the upper ends of the brake-jaws 'v apart. Each of the latter is formed with a laterally-extending lug 3 which carries a cam-roller 4. Normally the sham-shaft t is so turned that the cams u press against the cam-rollers 4 and thereby force the brake-shoes v against the brakeanv disk j, the 'coil-spring 2 being then com- I pressed.

-In order to turn the shaft 0l there is provided a crank 5 having a crank-handle 6 and formed with two sockets 7, 8, in one of which is adapted to engage the squared operating end d of the operating-shaft d, while the other is adapted to receive the triangular operating end t of the cam shaft t. For convenience of operation, these sockets extend at right -angles to each other, as is clearly shown in Figs. 5 and 6.

Adjacent to the projecting triangular en tof the cam-shaft t, there is fastened to the machine frame a triangular guard-plate t the inclined edge or side t* of which is so disposed that the workman may engage the walls of the socket 8 of the crank 5 with the projecting end t of the cam-shaft t only when the latter is so turned as to bring the cams u into engagement with the camrollers' 4; that is, only when the brake-jaws fv are forcibly pressed against the brakedisk j. This position of the crank 5 is shown in dotted-lines in Fig. 1. When the workman throws the crank 5 into the full line position of Fig. 1 to release the brake (Fig.

. 3), the crank 5 swings upwardly within the guard-plate which then acts as a stg orT lock to prevent the removal of the cra 5funtil the same is again thrown downwardly into the dotted line position of Fig.

1. Therefore, the workman cannot make available the crank 5 for raising the loadcarrying platform without first insuring that the windlass brake-mechanism is set or in braking position. In this way the workman is safeguarded from accidental injury and the goods upon the load-carrying platform are also kept from harm due to an accidental dropping of the platform. It is preferred to have the projecting end t of the cam-shaft t, triangular in shape because it is diiiicult to turn with a wrench a shaft so shaped and the workman is compelled to use the special crank 5 provided for the purpose.

From the foregoing description the operation of the mechanism will be readily understood and may be brieiiy described as follows: In order to raisethe load-carry'- ing platform, the workman engages the squared end al of the shaft d in the socket 7 and then turns the shaft d in the direction of the arrow C shown in Fig. 2, as hereinbefore explained. During the upward j movement of the load-carrying platform,

the brake-shoes e press frictionally against the idle or loosely-mounted brake-disk and prevent backward movement of the shaft d.

In order now -to release the brake so that it is insured that the workman shall not be injured by the backward throw of the 0perating-crank. To lower the load-carrying platform, the workman engages the end t of the cam-shaft t in the socket 8 of the crank and thenthrows the crank 5 into the full-line position shown in Fig. 1 and thereby turns the Vcam-shaft t so that the cams u are thrown out of engagement with the camrollers 4 (Fig. 3) whereupon the coil-sprinv 2 forces the brake-shoes o apart. The shaft d is now free to turn in the opposite direction and allow the load-carrying platform p to descend, the toe of the pawl m being now engaged with one of the ratchet-teeth lc of the brake-disk j. In order to control the rate of descent of the load-carrying platform, it is necessary for the workman to keep his crank-handle in engagement with the cam-shaft.l This is a distmct advantage since it keeps the workman at his post and .on the alert and results in a more speedy movement of the load-carrying platform than would otherwise occur; for where a threaded shaft is used, it has been found that the workman will generally adjust the shaft so that the load-carrying platform will be lowered at a slow rate and that, having adjusted the shaft in this way, he will leave the mechanism to itself. This slovenly style of control results in a slow operation of the machine and loss of efficiency and is a decided drawback upon the use of a threaded shaft in the control ofthe brake-shoes.

In accordance with the provisions of the patent statutes I have described the principle of operation of my invention, together with the apparatus whlch I now consider to represent the best embodiment thereof; but I desire to have it understood that the apparatus shown is only representative and that the invention can be carried out by other means.

I claim:

1. A brake mechanism comprising a brake-disk; brake devices arranged to engage said brake-disk; a shaft which applies said brake devices; removable means for turning said shaft and a guard-plate for preventing the disengagement of said means and shaft while said brake devices are in released position.

2. The combination of a brake disk; brake-shoes arranged to engage therewith; a shaft for controlling said brake shoes; a device for turning said shaft, said device being normally detachable therefrom; and means for locking said device on said shaft in one position of said brake-shoes.

3. The combination with a manuallyoperated operatin shaft; of a brake-disk; brake-jaws therefor which control said brake-disk and therethrough said operating shaft; a manually-operated cam-shaft arranged to control said brake-jaws; and a manually-operated detachable crank ar- Signed at Jersey City, in the' County of 10 ranged to engage and turn said shafts al- Hudson and State of New Jersey this sevternately; said crank being formed with enteenth day of April, 1913, in the presence Inenshfgr engaging the oertinig enfds of of the two undersigned Witnesses.

5 sai s a ts and being detac a e t ere rom;

said operating ends having shapes that dif- .WILLIAM EDWARD BEHCK' fer from each other; and the means for en- Witnesses: gaging said ends being shaped di'erently RAYMOND D. FISK, from each other. HENRY S. GERMOND, Jr. 

